Internal combustion rotary power plant system

ABSTRACT

An internal combustion power plant system provides a rotary engine and a rotary fuel/air mixture compressor for the rotary engine on a common driveshaft, coaxially mounting each end and supported between them by a gearbox which synchronizes operation of various ignition and valve and abutment components of the system; compressed fuel/air mixture is supplied to and ignited in a valve-isolated manifold chamber in the rotary engine in successive charges following which each ignited charge is valved radially into one of plural expanding chambers defined by the rotary engine rotor and abutment mechanism, where it urges rotation of the rotor and then exhausts radially; in preferred embodiment the exhaust actuates a parallel fuel-feed which booster pumps fuel/air mixture into the manifold chamber; detail improvements disclosed include designs of runners, abutments, valving and rotary compressor mechanism.

This is a division of application Ser. No. 160,628 filed June 18, 1980.

FIELD OF THE INVENTION

This invention refers generally to power plants and specifically tointernal combustion rotary power plant systems.

Although internal combustion rotary power plant systems have been knownfor substantially more than half a century and have in some embodimentssuch as in the Wankel types received sustained development efforts inmany countries simultaneously, an efficient, simple, economical,durable, flexible and reliable system has yet to become a standard ofcommerce in this field, and to provide such is a principal object ofthis invention.

PRIOR ART

In the prior art numerous rotary power plant systems and systemcomponents have been disclosed, including those in the followingpatents:

U.S. Pat. No. 3,924,529 to P. B. Johnson, Dec. 9, 1975, discloses theconcept of dual annular chamber devices on the same shaft and having twoopposed spring biased sliding abutments in a rotary internal combustionengine; two intake ports and two exhaust ports are used;

U.S. Pat. No. 3,692,002 to R. H. Williams, Sept. 19, 1972, discloses arotary internal combustion engine with pivotal sleeve valves driven bycam, and pre-compressed-fuel injection;

U.S. Pat. No. 3,748,727 to V. F. J. Marcoux, Nov. 18, 1969, discloses arotary combustion engine with pivotal sleeve valves and external camdrive for same;

U.S. Pat. No. 3,361,119 to B. P. Foxley-Connolly, Dec. 2, 1968,discloses a rotary internal combustion engine with dual intake ports,dual chambers and pre-compression of combustion gas;

U.S. Pat. No. 2,346,646 to E. J. Beech, Apr. 14, 1944, discloses arotary engine with a pair of lateral seals on each side and cam drivenabutments;

U.S. Pat. No. 2,155,755 to J. Sapp, Apr. 25, 1939, discloses a rotaryinternal combustion engine with dual elements on same shaft, eachserving as working element and partially as pumping element, and havingspring driven abutments;

U.S. Pat. No. 1,780,443 to O. Schumann, Nov. 4, 1930, discloses pump andworking engine on the same shaft in a rotary internal combustion enginearrangement;

U.S. Pat. No. 1,275,619 to C. C. Smiley, Aug. 13, 1918, discloses rotarygas engine structure with two pumps and an engine on the same shaft andwith an opposed pair of abutments;

U.S. Pat. No. 1,235,786 to J. A. Fleming, Aug. 8, 1917, discloses dualpump/engine provision on the same shaft with spring biased abutments andpre-compression of air for the fuel mixture, in a rotary engineconfiguration;

U.S. Pat. No. 1,047,913 to J. T. Bustin, Dec. 24, 1912, discloses pumpand engine on the same shaft, separate, small firing chamber, and a pairof opposed, spring biased abutments, in a rotary internal combustionengine.

FOREIGN PATENTS

France No. 757,595 (1933) shows a pair of diagonally opposed springbiased abutments;

Italy No. 374,201 (1939) evidently shows engine and compressor on thesame shaft, with spring biased abutments and three runners;

France No. 1,318,018 (1963) shows spring biased abutments.

OBJECTS

In addition to providing an internal combustion rotary power plant asset forth above, further objects are to provide in it a combination ofeasy assembly and disassembly using primarily bolt-on subassemblies,which provides for extra torque on demand at any speed of operation.

BRIEF SUMMARY OF THE INVENTION

In brief summary given for cursory descriptive purposes only and not aslimitation the invention provides in a rotary power plant system, threebolt-on, axially spaced-apart subsystems on a common shaft: rotaryinternal combustion engine, fuel/air compressor for the engine, andbetween these a supportive gearbox synchronizing ignition and valving;fuel-air from the compressor enters manifold mechanism on the rotaryengine where it ignites in successive valve-isolated charges which aresequentially admitted after ignition to expansible chamber mechanism ofthe rotary engine in synchronism with the rotation, driving the rotaryengine rotor; in an embodiment booster power is supplied using rotaryengine exhaust pulses to reciprocate a fuel/air pump operating inparallel with the compressor subsystem.

The above and other objects and advantages of the invention will becomemore readily understood on examination of the following description,including the drawings in which like reference numerals refer to likeparts:

FIG. 1 is a generalized perspective drawing of the exterior of theinvention;

FIG. 2 is an exploded diagrammatical perspective showing of relations ofsubassemblies;

FIGS. 3a-3f diagram successive positions of operation within onerotation of the rotary internal combustion engine rotor, valving andabutments as viewed axially from the gearing subsystem;

FIG. 4 is a side elevational diagram of a station assembly viewed as inFIGS. 3a-3f;

FIG. 5 is a bottom plan diagrammatic detail adapted from 5--5, FIG. 4;

FIG. 6 is a top plan diagrammatic detail adapted from 6--6, FIG. 4;

FIG. 7 is an axial view detail of foot and engine-rotor part to whichmounted;

FIG. 8 is adapted from 8--8, FIG. 7, and is drawn on a reduced scale;

FIG. 9 is an axial view detail of cooling provisions of a rotor;

FIG. 10 is an exploded-assembly cross-sectional view adding to theshowing of 10--10, FIG. 9;

FIGS. 11 through 14 are cross-sectional details through respectiverotors showing different embodiments;

FIGS. 15 through 15f are successive position diagrams of a compressorsubsystem in operation as viewed axially from the gearing subsystem;

FIG. 16 is an axial-view diagrammatic detail of a compressor stationpartly in section;

FIG. 17 is a cross-sectional diagrammatic view of a compressor rotorassembly;

FIG. 18 is a sectional detail of an alternative rotor provision;

FIG. 19 is a diagrammatic sectional view of a booster pump arrangement;

FIG. 20 is a fragmentary gearing and drive diagrammatic detail withportions out of scale, showing parts of an engine station viewed axiallylooking towards the gearing subsection; and

FIG. 21 is a schematic diagram of the ignition distributor system.

INDEX

The following outline gives the headings used in the specification fromthis point on:

BRIEF OVERVIEW AND ACCOUNT OF OPERATION

Rotary internal combustion engine subsystem, brief description

Rotary compressor subsystem, brief description

Gearing subsystem, brief description

DETAILS ROTARY INTERNAL COMBUSTION ENGINE

Operational sequence details, engine

Manifold details, engine

Abutment details, engine

Cooling details, engine stations

Runner and rotor details, engine

Rotor chamber assembly details, engine

DETAILS ROTARY COMPRESSOR SUBSYSTEM

Operational sequence details, compressor

Construction details, compressor

Preferred embodiment details, compressor

Booster pump details

DETAILS GEARING SUBSYSTEM

Ignition schematic

BRIEF OVERVIEW AND ACCOUNT OF OPERATION

The first two Figures will be used for overview of the invention andreference to subsequent Figures will give details.

FIG. 1 shows the invention 10 as comprising in coaxial relation affixedto a common straight driveshaft 20, three coacting subsystems: rotaryinternal combustion engine 22, gaseous fuel supply or compressorsubsystem 24 and gearing subsystem 26.

In operation, fuel/air taken in at 28 from a conventional carburetor 30is compressed and passed through conduits 32 into the rotary internalcombustion engine subsystem 22 at two engine stations 34, 36 inalternation where it is ignited in discrete valve-isolated successiveincrements which pass into a rotor-expanded chamber in the engine anddrive a rotor which in turn rotates driveshaft 20 which drives thecompressor subsystem and external load to which connected inconventional manner, as by a pulley 38 on the driveshaft.

The gearing subsystem 26 drives and synchronizes ignition and valvingprovisions.

ROTARY INTERNAL COMBUSTION ENGINE, BRIEF DESCRIPTION

FIG. 2 diagrams major components and relations; those of the rotaryinternal combustion engine as follows.

Rotor 40 is mounted on drive shaft 20 and the generally circularperiphery of the disc shaped rotor carries three runners 42 (shown) 44,46 at equal spacings which form a close, running seal with the interiorwalls of a cylindrical-shaped annular chamber coaxial with thedriveshaft and formed by a circular housing 48 enclosing the rotor andfixed relative to it.

The two engine stations 34, 36 are opposed 180° on the housing, aresimilarly supplied, and similarly provide several functions throughco-acting mechanisms.

At each station, means for dividing the annular chamber into pluralcombustion chambers in coaction with the runners comprises an abutment50 slidably mounted in a casing 54 to protrude through a close-fittingslot 56 in the housing 48. Springs 58 bias the abutment inward andpivotal arms 60, which may be conventionally supported to the casing onbrackets and shaft 62, 64, are urged outward cyclically by a cam 66extending from a shaft 68 supported in the gearing subsystem.Lubrication and coolant for the abutments flow from conventional pump 70and radiator 72 through lines 74, 76 to the casing and through specialcavities around the abutment and returns; as will be seen lines 78, 80similarly serve the engine rotor. The pump may be driven by conventionalconnection with the driveshaft.

Compressed fuel/air mixture from the compressor section which travelsthrough conduits 32, is received at each station by a respectivemanifold 82 which isolates it in successive charges by action of first,second and third valves (shown in the next Figure at 84, 86, 88) whichare driven through cam connection 90, 92, 94 with the gear section,ignites each charge in turn by ignition system 96 and spark plugs 98,and then admits the ignited charge into an expansion chamber at housingintake port 100. Each manifold is preferably integral with an abutmenthousing and shares the same coolant system.

Exhaust ports 102 in the housing pass exhaust through exhaust manifold104 from each combustion chamber through appropriate exhaust ducting 106to actuate an optional feature, a respective station booster pump 108 tocompress further fuel air mixture received from the compressor sectionthrough a conduit 110 and inject it through conduit 112 into themanifold 82 for ignition as part of each charge. The two exhaustlocations are at 180° to each other and may advantageously besubstantially at right angles to the engine stations.

ROTARY COMPRESSOR SUBSYSTEM, BRIEF DESCRIPTION

The compressor section includes a rotor 114 in modified equilateraltriangular shape with the sides of the triangle convex, producing threearcuate-lobe configuration symmetrically mounted on the driveshaft androtating in an annular chamber 116 of cylindrical form coaxial with thedrive-shaft and formed by housing 118 which is fixed relative to therotor as will be seen.

The rotor forms a close, running seal with the annular chamber at thesides and at the apexes of the triangular shape and divides the annularchamber into three chambers, two of which are at any given time servingas compression chambers by coaction with a pair of abutments 120, (122not shown) disposed at similarly provided stations 124, (126 not shown)provided in 180° opposition about the axis. Springs 128 bias theabutments inwardly, and contact between each abutment inner end 130 andthe periphery of the rotor cams the respective abutments out.

As indicated above, at each compressor station fuel/air mixture from theconventional carburetor 30 is drawn into the compressor at intakeopenings 28, is compressed, and ejects through a spring-biased checkvalve 132 and the conduits 32 which carry it to the intake of the enginemanifold 82, and of the booster pump 108, on the rotary internalcombustion engine.

Coolant, if employed, which is optional, may be supplied from pump andradiator 70, 72 through appropriate lines 134, 136 to the compressorrotor and return. As will be seen, coolant arrangements generally arelike those for the rotary internal combustion engine.

GEARING SUBSYSTEM, SUBSYSTEM BRIEF DESCRIPTION

Gearing subsystem 26 comprises a case 138 for attachment to a foundationor a vehicle frame or the like and preferably supports on respectivesides of it by means of shafting and conventional housing-to-housingbrackets 140, 142 the rotary internal combustion engine subsystem 22 andthe compressor subsystem 24.

Short-coupling is provided by the central location, stub shafts extendto the rotary internal combustion engine for cam-operation of theabutments and the valves as mentioned above. In accordance with theinvention all shafts rotate continuously during operation of the rotarypower plant system.

DETAILS, ROTARY INTERNAL COMBUSTION ENGINE

As a further introduction, the operational sequence is described beforedetails of other mechanism.

OPERATIONAL SEQUENCE DETAILS, ENGINE

FIGS. 3a-3f diagram operation of the rotary internal combustion enginein successive positions of rotation of the engine rotor 40 relative tothe housing 48, and corresponding successive positions of the valvingand abutments.

FIG. 3a

Station 34 venting: the manifold is venting to the rotor chamber,between runners 44 and 46, through second valve 86 and the rotor chamberis venting through exhaust port 102. The first valve 84 and the thirdvalve 88 may operate simultaneously. Even if the booster is not inoperation, a check-valve which will be described later preventsback-filling of the booster. Here the first and third valves are bothclosed. Abutment 50 is in the out position.

Station 36 igniting: a charge of compressed fuel/air confined in themanifold and isolated by closure of all three valves 84', 86', 88' isbeing ignited.

FIG. 3b

Station 34, receiving fuel/air: the first and third valves 84, 88 areopen and the second valve 86 is closed; abutment 50 is "out".

Station 36, power stroke begins: valves 84' and 88' are closed and valve86' is open, admitting ignited fuel/air into propulsion chamber 144formed by runner 42 and closure of abutment 50' to "in" position againstthe cylindrical portion of the rotor.

FIG. 3c

Station 34, igniting: all three valves are closed and abutment 50 is"in", ready for the power stroke, which follows.

Station 36, venting: valve 86' is open and abutment 50' is "out".

FIG. 3d

Station 34, power stroke begins: valves 84 and 88 are closed and valve86 is open.

Station 36, receiving fuel/air: valves 84' and 88' are open, valve 86'is closed and abutment 50' is "out".

FIG. 3e

Station 34, venting: valve 86 is open, valves 84 and 88 are closed andabutment 50 is "out".

Station 36, igniting: all three valves are closed and abutment 50' is"in", ready for the power stroke, which follows.

FIG. 3f

Station 34, receiving fuel/air: the first and third valves 84 and 88 areopen and the second valve 86, is closed, abutment 50 is "out".

Station 36, power stroke begins: valves 84' and 88' are closed and valve86' is open, admitting ignited fuel air into propulsion chamber 146defined by runner 46 and abutment 50' in the "in" position.

Operation continues in this cyclical sequence.

MANIFOLD DETAILS, ENGINE

FIGS. 4 and 5 are respectively side elevational sectional diagram of astation assembly of manifold 82 and mechanism for abutment 50, and abottom plan diagrammatical detail. This includes the generallysectionally-rectangular casing 54 having core 148, sides 150, 152 andtop 154 and bottom 156. These form a slideway for the abutment above (inthis station, both stations being in opposite rotational alignment) anda manifold below, and may be conventionally held together and affixed tothe housing 48 of the rotary internal combustion engine by appropriatebolts 158. Intake connection may be by conventional header 160 solderedor bolted in place.

Straight-through manifold passage 162 extends from intake opening 164for fuel/air from the rotary compressor to intake port 100 in thehousing 48 and has a rectangular cross-section with conventionaltransverse-axis cylindrical valve seats 166, 168 spaced along it for thefirst valve 84 and the second valve 86 respectively.

At an angle to the straight through passage, booster pump suppliedfuel/air enters at intake 170, another rectangular opening which may beconnected through a conventional header 172. Third valve 88, similar tothe first two, opens and shuts the booster passage 174 connecting withthe straight through passage. The valves are alike and are actuated, asindicated earlier, by respective shaft extensions 176, 178 (shown inFIG. 5) which have respective cams, 90, 92 shown, mounted on them. Thecams may have conventional adjustable mounting as by set screws 180 oradjustable eccentrics, to permit easy phasing of operation of therespective valves. Sealing of the valves is also conventional: the endsof the valve portions may have respective circular seats 93 at reducedportions. Each valve may advantageously comprise less than ahemi-cylinder of solid metal along the gate portion 182. (FIG. 5).

On each side of the manifold a respective spark plug 98 protrudes intothe manifold portion isolatable by the three valves.

ABUTMENT DETAILS, ENGINE

FIG. 4 also shows abutment mounting details.

Abutment 50 is rectangular in cross-section generally and slides outwardand inward in close fitting apertures 56 and 184 respectively in thehousing 48 and casing 54 of the station assembly.

Width of the abutment forms a close fit with the sides of the housingand the abutment end 186 when in the inward position rubs on thecircular portion of the rotor 40.

Plane of travel of the abutment makes an angle of 10° with the radius ofthe rotor passing centrally through the end of the abutment, whichinclines in the direction of rotation of the rotor, and the end of theabutment is correspondingly bevelled to compensate for this. Result inthat the load of expanding gas in the pressure stroke forces theabutment to seal more tightly against the rotor circular portion.

After the pressure stroke, the abutment retracts into the housing 48 topermit clear rotor runner passage, actuated by continuously rotatingcamshaft 68 driving cam 66 against link mechanism 60 which pivots on afixed shaft 64 conventionally supported. The rounded end portion 188 ofthe link mechanism operates in clearance 190 in the unitary abutment tourge flange structure 192 framing the clearance and move it against thebias of spring 58, which presses against the abutment 50 at the inwardend and against the casing at the outward end.

COOLING DETAILS, ENGINE STATIONS

FIGS. 4 and 5 also show station cooling details.

FIG. 6 is described here with FIGS. 4 and 5.

Coolant oil is conventionally supplied from a conventional pressuresource 70 through hose 134 to casing intake 194, flows against the outerface of the abutment, around the sides and inwardly along the inner faceof the abutment in cavity 196. This cavity is formed in part by the core148 dividing the manifold from the abutment and so heat is taken fromthe manifold also as the coolant flows past, then around the edges ofthe abutment and returns to the source through exhaust 198 and line 136.

RUNNER AND ROTOR DETAILS, ENGINE

FIGS. 7 and 8 show how each of the three identical runners, 42 shown,anchors to the cylindrical surface or perimeter of rotor 40 in arespective recess 200 which fits an arcuate foot 202 along the bottom ofthe runner and extending fore-and-aft of it, flush with the rotorperiphery. Machine screws 204 through the foot engage threaded holes 206in the rotor and secure the runner.

The front or leading wall 208 of each runner sweeps back at an angle of30° to the rotor radius intersecting the lower front corner andsimilarly the rear wall 210 sweeps back at an angle of 30° to the rotorradius intersecting the lower rear corner.

Each runner has an interior cavity 211 defined by the sides 212, frontand rear walls and top 214 which may all be separate pieces, heldtogether with machine screws 216; flush machine screws 218 hold the baseto the other parts.

The top and sides arcuately wedge up and out in shape respectively,toward the rear, assuring that they will make a good seal by gatheringlubricant in the front and forcing it into the narrowing clearance atthe rear.

FIGS. 9 and 10 diagram runner and rotor cooling details.

Cooling for the rotor 40 and runners 42, 44, 46 preferably uses the sameconventional source as that for the abutment and manifold.

The cavity 211 in each runner has two bore-connections 220, 222internally through the rotor to two respective circular grooves 224, 226in a rotor face 228 coaxial with the driveshaft. The smaller diametergroove 226 is called the inner groove and the larger diameter groove 224is called the outer groove.

A hydraulic commutator ring 230 having first and second grooves 232, 234dimensionally matching the rotor inner and outer groovers andcomplementary sealing flanges, 236 numbered, around them is fixed inaxial confrontation with the grooves rotor face and coolant is fedthrough line 134, the inner commutator ring groove, the bore connection,the runner cavity, the second bore connection, the outer commutator ringgroove, and back to the source through line 136.

ROTOR CHAMBER ASSEMBLY DETAILS, ENGINE

The rotor chamber or engine housing may be rotationally fixed relativeto the rotor by any convenient means such as by brackets as noted above.Various mechanisms are provided in different embodiments according tothis invention to assure sealed, low-friction running fits with therotor and runners and easy assembly, dis-assembly and maintenance.

FIG. 11 diagrams a first embodiment in which the annular housing 48a isa straight-walled square "U" shape in cross section and fits on eachside to respective axial circular faces 238 coaxially on the rotor 40aperimeter, radially inward of the area 240 swept by the rotor.

Sealing is by means of inner 244a and outer 242a coaxial gaskets fittedin axially matching circular grooves 246a, 248a respectively in therotor and housing.

Conventional means such as cement may be used to secure the gaskets toone element of the relatively moving elements. The gaskets may be of anysuitable high temperature low friction material of which many areavailable on the market, including many plastic compounds, "Teflon"being an example.

For easy assembly, inspection and maintenance, one ring-shaped side 250or axial end of the housing, comprising in cross-section at least oneentire leg of the squared "U" shape, is detachably mounted, as bymachine screws 252 through the outer part into the side. Conventionalgasketing may be employed for sealing here as well as elsewhere notspecifically set out in this disclosure.

Radially extending flanges 254, 256 are a feature of all embodiments ofthe housing, and stiffen it as well as providing for ready attachment ofthe stations and other components.

FIG. 12 diagrams the second embodiment of rotor 40b and housing 48bwhich is similar to the first embodiment except that the sides of therotor have in cross-section downwardly stepped axial recesses 258, 260forming axially extending circular flanges receiving the inner circularportions of 250b, 251b axially outboard of the rotor portion holding thegaskets, and retaining rings 262b, 264b which also may seal, fit aroundthe stepped down axial portions of the rotor and are held against thehousing, by machine screws 266 passing through the stepped down portionsof the rotor.

FIG. 13 diagrams a further rotor/housing embodiment, 40c, 48c in whichthe periphery of the rotor 40c is a simple cylinder in shape butsufficiently wider than the housing to permit a ring 264c held aroundthe periphery by bolts 268 to secure the gaskets 242c, 244c, using asimilar arrangement of grooves facing grooves 246c, 248c, in the housingaxial faces. The lower groove in the housing may have only outer andaxial faces with the rotor periphery bearing on the inner face, and thegrooves may be axially staggered, as shown. Pressure flexure tightensthe seal.

FIG. 14 diagrams still a further embodiment of rotor 40d and housing 48dwhich is generally similar to the others but has the differences set outhere. In cross-section the legs of the "U", 250d, 251d, first turninward towards each other at an open angle of perhaps 100° and thenreturn to the straight radial direction parallel with the originaldirection. In section this forms an offset axially inward recess 270with a slanting transition 272 on each axial outer face, and similarlyan inward axial protrusion with a slanting transition on the axiallyinward faces. In addition, the return portion increasingly thickenstoward the end of each leg forming a retaining slope 274.

The cylindrical periphery of the rotor 40d extends on each side insection, to fit the inner transition on each side, producing nearly afeather edge overhanging the straight terminal portions of the legs,which carry the gaskets 242d, 244d in similar manner to the firstembodiment. Cylindrical rotor flanges 258d, 260d extend axially outwardacross the ends of the housing legs, in section, with slight clearance,and carry a plurality of anti-friction bearings 262d which haverespective tapered outer races 276 drawn into snug running fit with thehousing retaining slopes 274 by screw-threaded axial protrusions 278 ofthe inner races. Any conventional means may be used for tightening thenuts 280 on the threaded portions, such as hexagonal broached recessesin the free ends of the threaded portions.

DETAILS, ROTARY COMPRESSOR SUBSYSTEM

As a further introduction, operational sequence of the compressor is setout before going into further provisions.

OPERATIONAL SEQUENCE DETAILS, COMPRESSOR

FIGS. 15a through 15f diagram successive positions in the operatingcycle of compressor subsystem components. As noted above, the compressorrotor 114 comprises in axial view generally an equilateral triangle withconvex faces symmetrically mounted on the driveshaft 20 and driven bythe rotary internal combustion engine, to which it supplies compressedfuel/air mixture. The compressor housing 118 forms a cylindrical chambercoaxial with the rotor.

The two compressor stations 124, 126 are disposed in 180° radialopposition in the housing relative to the drive axis.

Each compressor station includes four components: fuel/air inlet 28 andcompressed fuel/air exhaust 32 separated by sliding abutment member 120,and a check valve 282 in the fuel/air exhaust prevents back flow. Eachof the abutments is inclined in the direction of rotor rotation at anangle of 30° to a diameter passing through the two compressor stations,and each is biased inwardly, forming a running seal with the end againstthe compressor rotor and at the sides and around the reciprocatingsliding engagement of the abutment with the housing.

In the Figures rotation is indicated by the arrows.

FIG. 15a shows at station 124 the end of the compression stroke formedby decreasing volume in the space which is defined by the oncoming lobea of the rotor and the abutment 120; compressed gas is exiting through32 which leads to the rotary internal combustion engine intake.

Uncompressed fuel/air mixture is being drawn in from the carburetorthrough 28 into the expanding space formed by the departing lobe b andthe abutment 120.

Station 126 operates similarly and is at midstroke of the compressionside and the intake side, expelling compressed fuel/air at 32' anddrawing in uncompressed fuel/air at 28'.

FIG. 15b shows station 124 beginning a compression stroke and almostbeginning intake. Valve 282 checks backflowloss of pressure at thispoint, as well as when the system is at rest momentarily.

Station 126 is continuing as before.

FIG. 15c shows both stations continuing in the portion of the cycledescribed, station 124 is now intaking.

FIG. 15d shows station 124 midway through compression/intake at lobe a,and station 126 is nearing the end of the particular compression strokealthough still intaking.

FIG. 15c shows station 124 continuing and station 126 just beginning anew compression and intake regime.

FIG. 15f indicates further continuation positions as described.

It will be noted that one station is at full midpoint of operation asthe other goes through transition between lobes, tending to even-outsurges in power demand and in fuel/air supply requirements and,importantly, in the compressed fuel flow to the rotary internalcombustion engine.

CONSTRUCTION DETAILS, COMPRESSOR

The compressor may be as simple as the diagrams above indicate, aunitary rotor forming a close-running fit in a simple housing closedexcept for the shaft connection which may be sealed-around as 284, FIG.15a, construction details being conventional throughout; 118 is ahousing fragment.

FIG. 16 is an enlarged detail of a compressor station 126 indicating theintake passage 28', exhaust passage 32' with check valve 282' which maybe conventionally biased closed by a spring 286; wall of housing 118,rotor 114, abutment 120' with casing 288 compressing inward-biasingcompression spring 128 between the outer end of the housing and the stop290 on the abutment. The abutment in plan is generally like a paddlewith three parallel handles, each having a spring on it and the handleends projecting through guide holes 292 in the outer end of the housing.The stop may be the inboard end of a handle.

Conventional sealing gaskets as at 294 may be cemented to the housing;these may be of any resilient, anti-friction material used for suchpurposes such as graphite-impregnated rubber.

The station assemblies may be conventionally welded or bolted in place.

PREFERRED EMBODIMENT DETAILS, COMPRESSOR

FIG. 17 shows a preferred embodiment compressor rotor/housingsub-assembly details in exploded sectional diagram.

The core 296 of rotor 114 has integral inner cylindrical flange 298,coaxially mounting to the driveshaft 20 and secured by any conventionalmeans such as a pin at 300, and outer cylindrical flange 302 coaxiallyjoined by a central radial web 304 to the inner flange.

Coaxially fitted around the outer ring as two circumferential layers areinner or first sleeve 306, and outer or second sleeve 310.

The first sleeve is cylindrical and the second has a cylindrical borebut has exterior periphery in the convexface triangular shape formingthe rotor lobes. Appropriate matching grooves in the sleeves formlubricant channels 312, having similar connection for coolantcirculation to the rotary internal combustion engine coolant provisions.

Each end of this assembly of sleeves is tightly capped-off by a radialcircular flange 316 which extends outward from the core and has outercircumference tangent to the greatest outward protrusion of the rotorlobes formed by the second sleeve. The inner faces of the radialcircular flanges are flat and square but the outer portions of the outerfaces form an axial frustro-conical surface 318, which outwardlydiminishes the thickness. This gives each in section the appearance of aflat 20° bevel of each upper outer corner coextensive with thedifference between the least and greatest radial protrusions of theworking surface of the third sleeve or rotor lobe sleeve 310.

The housing 118 has a cylindrical shape with an inwardly extendingflange 320, 322 at each end having an interior conical shape, angle anddimension complementary to the respective flanges 318 of the rotorassembly.

For adjustment of the interfit of the conical portions of the housingand the rotor, which have relative rotation on operation, and for easein assembly, the housing inwardly extending flange 320 is provided as aseparate ring with circumference fitting the cylindrical inner surface324 of the housing. Bolt 321 attachment may provide for sliding andclamping these two components in selected axial relation. Similarly therotor conical flanges can be shimmed to adjust this fit.

At intervals on the axial faces of the housing flanges 320 and 322 alubrication chamber 326 is provided, with a screw plunger 328 to forcegrease through an aperture 330 into the space between the conical facesof the housing and rotor flanges. This lubricates and helps seal.

The housing may be attached to the gear casing by any convenient meanssuch as brackets represented by 332.

FIG. 18 indicates how in a preferred embodiment the housing flange 320'can be screwed into the housing using circumferential threads 334, 336in each. This obviously facilitates fine adjustment of the fit of theinterior and exterior conical shapes.

BOOSTER PUMP DETAILS

FIG. 19 details the booster pump arrangement.

As noted above, exhaust gas from rotary internal combustion engineexhaust ports 102 at both stations (one shown in FIG. 2) drivesrespective booster pumps, 108 indicated, when extra power is required.

A conventional valve, bypass valve 338, may be used to divert exhaustgas to and from the booster pumps to control them.

Each booster pump comprises a housing 340 having coaxial cylindricalfirst and second portions 342, 344. The first portion is larger indiameter and joins the second portions at an integral annularcylinder-wall 346. Within the housing is a piston 348 having a largerdiameter portion 350 in the first portion and a smaller diameter portion352, joined to it at an annular piston-wall 354.

A sleeve-valve arrangement within the first chamber comprises a sleeve356 with an outer diameter forming a close running fit within thehousing first portion and an inner diameter forming a close running fitwith the piston larger diameter portion, which is approximately onefourth, in length, the distance between respective first and secondinwardly protrusive rings 358, 360 on the sleeve.

As exhaust gas passes through conduit 106 into the housing throughintake holes 362 it forces the piston forward against the bias ofcompression-spring 364 which is wound around the smaller diameterportion of the piston and bears against the housing annular wall at oneend and against the piston annular wall at the other. Vent holes 366prevent pressure changes forward of the piston in the housing largerdiameter portion.

At the extreme forward position the piston strikes ring 360 and movesthe sleeve forward, opening exhaust gas exit holes 368.

Gas continues to exhaust until the piston returns under spring bias andcloses the exhaust gas exit holes by striking ring 358 and moving thesleeve rearwardly, beginning another cycle of pumping.

Pumping takes place on the forward stroke of the piston, and fuel/airmixture is taken in for compression on the reverse stroke, as follows.

The forward piston-stroke compresses gas in the housing smaller diameterportion 344 forcing open a conventional check valve 370, biased towardthe closed position by a spring 374, and located at fuel/air exit port372 which passes compressed fuel/air through conduit 112 to a manifoldof the rotary internal combustion engine as indicated above.

The reverse piston-stroke starts with nearly all compressed gas expelledand, as the first check valve 370 is closed by the spring, creates apartial vacuum which opens second or reverse check valve 376, which isalso conventional, is located in the end of the housing, and draws infuel/air mixture from the carburetor through conduit 110 against thebias of spring 377.

It can be seen that there is no particular limit to the compressionratio or ratio of piston areas, within the bounds of available exhaustgas volume and pressure.

DETAILS: GEARING SUBSYSTEM

The gearing subsystem is simple: all gearing is spur-gearing whichintermeshes at all times and rotates the shafting and accessories at alltimes of system operation. The drive gear or main gear is fixed on thedriveshaft. Respective to the driveshaft the rotary internal combustionengine rotor and the compressor rotor are fixed as noted and so rotateone-to-one with it. The distributor conventionally may have two stationsat 180° conventionally corresponding to the two engine stations and mayrotate at three-to-one ratio with the driveshaft because each enginestation operates three times per shaft revolution. The respective valvesopen and shut three times each per driveshaft revolution, setting thatgear ratio for each valve, and similarly for the abutments which retractthree times each per revolution, requiring these gears to be one-thirdthe diameter of the main gear.

FIG. 20 diagrams the relation of the gearing elements and cam drives atengine station 36 of FIG. 3; a symmetrical arrangement serves the otherengine station, 34 of FIG. 3 which is diametrically opposed to this one.

The engine housing is 48. Main gear 378 is fixed on driveshaft 20 (shownin other Figures) and through idler gear 380 of any convenient size toproduce the spacing desired between the driveshaft and the output shaft,drives output gear 382 for shaft 68 which carries the abutment-drive cam66. As an alternative, depending on distances between shafts, anyconventional series of idlers or even chains may be used in anyconvenient combination. The arrangement here may be somewhat differentfrom that of FIG. 2. Phasing of the cam may be made easy by clamping itor set-screwing it adjustably in rotation for preliminary setting andthen pinning or welding it to the shaft, or the same may be done at thegear 380.

Similarly gear 384 drives shaft 386 and cam 90 for the first valve camfollower 388, 390 drives shaft 392 and cam 92 for the second valve camfollower 394, and gear 396 drives shaft 398 and cam 94 for the thirdvalve cam follower 400. All cam followers may be broached and fittedover flats of complementary-shape extensions 176, 178, 179 of therespective valves. Direction of rotation may be the same for all outputshafts at the station as indicated.

Conventional spring-return against valve cam action may be employed; asa typical example a tension spring 402 may be hooked over a lateralextension 404 of the valve extension and secured to a convenient part406 of the housing of the system.

IGNITION SCHEMATIC

FIG. 21 shows the simple and conventional ignition subsystem.

Battery 408 has connection 410 to high voltage coil 412 throughconventional spring-return breaker assembly 414 driven by cam 416 onrotor shaft 418. The rotor shaft in turn is driven by gear 420 from maingear 378. High voltage lead 426 from the coil connects through wipercontact 428 with the distributor arm 430 which in turn makesdistribution contact at 432 and 434 three times each revolution of themain gear, so that the two spark plugs 436 connected in parallel bycircuit 438 at each station fire three times per revolution of therotary internal combustion engine. Suitable ground connections completethe circuit. Any equivalent circuit will serve as well.

From the above the synchronous smooth and powerful drive advantages ofthe common driveshaft in coaction with: (1.) the number of runners beingin the ratio of three to two to the number of engine stations and engineexhaust, and (2.) the number of compressor lobes being in the ratio ofthree to two to the number of compressor stations, and (3.) the numberof runners being equal to the number of lobes.

This invention is not to be construed as limited to the particular formsdisclosed herein, since these are to be regarded as illustrative ratherthan restrictive. It is, therefore, to be understood that the inventionmay be practiced within the scope of the claims otherwise than asspecifically described.

What is claimed and desired to be protected by United States LettersPatent is:
 1. In an integrally supported system of an internalcombustion rotary engine with means for engine valving, a first rotorand a first housing; a rotary compressor with a second rotor and asecond housing for supplying gaseous fuel to the rotary engine, agearbox with gearing therein for synchronizing said valving means, and adriveshaft connecting all of said rotary engine, rotary compressor andgearbox, the improvement comprising: the first and second rotors beingfixed on respective end portions of the driveshaft in axially spacedrelation with the gearbox, the driveshaft having a central portionlocated for attachment to a foundation and the gearbox centrallysupporting the driveshaft thereby and through the driveshaft being thesupport for the first and second rotors; means spacedly connecting thegearbox with the first housing and with the second housing, and saidgearbox through said spaced connection being the support for the firsthousing and the second housing.